Transmission



y 8, 1952 E. E. EATON ET AL 2,602,346

TRANSMISSION Filed Feb. 21, 1948 3 Sheets-Sheet l INVENTOR. ERNEST E. EATON F. MARION HOGUE ATTY.

J y 1952 E. E. EATON ETAL I TRANSMISSION 5 Sheets-Sheet 2 Filed Feb. 21, 1948 FIG. 3

INVENTOR. ERNEST E. EATON BY F. MARIONfiJ/EMDW ATTY July 8, 1952 E. E. EATON ET AL TRANSMISSION 5 Sheets-Sheet 5 Filed Feb. 21, 1948 FIG. 5

INVENTOR.

ERNEST E.EATON I By F. MARION HOGUE AT TY. n

up Patented July 8, 1952 Ernest E. Eaton, Niles, andlirancis .Marion Hogue, Barrien Springs, Mich.,;assignors to Clark Equipment Company, Buchanan, Mich a corporation of Michigan Application February 21, 1948, Serial No. 10,134.

(01. a e-33a) 7 Claims.

i This invention relates to transmissions and is particularly directed to a transmission design for use in trucks, busses, and similar motor vehicles. It has been a problem especially in the design of transmissions for commercial vehicles, such as .busses and the like, having rear engine drives, 'to provide an arrangement where .the transmissionis of such axial length asto eliminate offsetting of the differential housing of the drive axle and to provide a propeller shaft of sufficient .length'to accommodate the flexing required because of the relative oscillations between therdrive.v axle and the mounting of the transmission.

The present invention provides a novel solution to this problem by utilizing a construction in which the drive shaft from the clutch carries a pinion'forv driving a transmission shaft disposed therebelow, with the counter shaft of the transmission disposed .below the transmission :shaft and having a drop set of gears at the forward'end thereof, whereby thepropeller shaft extends beneath the'transmission housing thus gaining the additional length of the 'housing,and the housing itself, is shortened so as to fit within the spacial requirements required in vehicles ofthis Still a' further .feature. of the present invention is :the provision of. means for producing a right angle or offset drive .in a transmission of this general type, utilizing the same transmission gearing and providing the output shafts 'driven thereby, which may be-located in a position belowthe bell housing for the clutch or in other laterally offset positions, depending upon the location of the transmission. in the vehicle and the location of the axle with respect thereto. In. this connection the present invention contemplates a simplified transmission construction of the synchronous type-with the drive -trans mitting: output shaft for'the transmission located below and forwardly'of the transmission housing, and with the housing itself,'arranged to be located below the center line of the-bell housing insofar as the gearing portion thereof is concerned.-

7 Other objects and advantages of the present invention, such as-economy of construction, simplicity of design and arrangement, and adaptability to various operatingconditions, will become more fully apparent to those skilled in the art by referring to the detailed specification and drawings forming a part hereof and which .disclose a preferred form of the present invention.

In the drawings:

Figure 1 is a vertical sectional viewtthrough a transmission embodying the present invention.

Figure 2 is a diagrammatic view showing shaft locations of the transmission shown in Figure 1.

Figure 3.is adetail vertical sectional view of a modification of the synchronizer drive portion of the transmission shown in Figure 1.

Figure 4. is a corresponding modified sectional view showing a differentform ofpower output connection; and

Figure 5 is a still further modified construction for the power output shaft.

Referring now particularly to Figure 1 which discloses the basic form of the transmission, there is provided a bell housingt, which is adapted to receive the clutch by which the engine is connected to the transmissionand which contains the clutch driven shaft 1, extending through'the forward wal1 8 of a transmission housing, indicated generally at .9, andis supported therein .by means-.of the bearing assembly IS. The shaft], has an enlarged pinion portion 12, formed at the end thereof, which projects into the transmission housing, the housing being formed with a forwardly extending recessed portion for receiving the pinion l2. This pinion is adapted to have constant meshing engagement with a gear vl3, splined or otherwise suitably secured upon a transmission main shaft M, which gear is mount-- ed in axially spaced relation to a second gear l5, carried on the same shaft.

The shaft M, at its forward end, is supported by means of the roller bearing assembly It, in the forward wall 8 of the transmission, and at its rear end is supported in the ball bearing assembly, H in the rear end wall of the transmission, the shaft projecting therebeyond into a secondary housing formed by the member -88, bolted or otherwise secured over the rear end wall of the housing 9.

The shaftl l carries a third gear member 20, splined or otherwise non-rotatably secured thereon, and seated against an enlarged portion 22 of the shaft, which, adjacent the bearing assembly I1, is adapted to receive the gear element 23, also non-rotatably secured to the shaft.

The location of the shaft 1 is shown diagrammatically in Figure 2 at A, and it will be noted that the center line of the shaft [4 is indicated at the point B. The counter shaft of the transmission, generally indicated at 24, is disposed below the shaft M, its center line being located at the point C in the diagram'of Figure 2.

The shaft 24 projects at opposite ends through theforward end wall 8 of the transmission housing and throughthe rear end wall thereof, being supported atthe rear end of the housing 9 by cal friction cone surface 29. The gear 21 is rotatably mounted upon the shaft 24 and is adapted to be clutched or declutched therefrom by means of the clutch element 36, having extending radial arm portions 32, projecting through a synchronizer sleeve 33, carrying at its opposite ends, synchronizer cones adapted to engage the conical surface 29 Or the corresponding surface of the rotatably mounted gear member 34, mounted 1 in position to be in constant meshing engagement with the gear l5 of shaft Hi.

The operation of this type of synchronizing mechanism is believed apparent, and it is obvious that either of the gears 21 or 34 may be selectively clutched to the shaft 24 by actuation of the clutch member 30.

Forwardly of the gear member 21, the shaft 24 is supported in the roller bearing assembly 35, and carries on its projecting end a large spur gear member 36, enclosed within an extension of the housing 9, having an opening through which the gear 36 may be assembled, which opening is adapted to be closed by the closure plate 31.

The shaft 24 is also provided With'an enlarged splined portion 38, carrying a clutch member 39 of the synchronizer type,'which is adapted to selectively clutch either the gear 40 of the gear 42 to the shaft 24, depending upon the direction of shift of the clutch member 39. The gear 40 is in constant meshing engagement with the gear 20 of the shaft [4, and the gear 42 is in constant mesh with the gear portion 23 of the shaft 14.

The projecting rear end of the shaft 24 is enclosed within the cap member I6 and carries a gear 43, splined thereon and held in position by anend plate 44. The gear 43 is in constant meshing engagement with a reverse idler gear, indicated in dotted lines at 45, and shown out of position for the sake of clarity. Mounted on the projecting end of the shaft I4 and splined for axial shifting movement thereon, is a reverse gear 46, having a yoke collar 41 for engagement by a suitable shift control fork, which is adapted when reverse drive is required, to be shifted to the left from the neutral position shown in Figure 1, to drive the idler gear 45 and consequently drive the shaft 24 through gear 43 in a direction reverse to that produced when any one of the gears 21, 34, 46, or 42 is coupled to the shaft.

The depending part of the forward housing extension 50, is adapted to have a shaft 52 journalled therein by means of the roller bearing 53 and the ball bearing 54. The shaft 52, carries a gear 55, splined thereon and is in constant meshing engagement with the gear 36, driven by the shaft 24. The shaft 52, in turn, projects rearwardly of the housing extension 56, through the bearing cap 56, and has splined on the outer end thereof, the companion flange 51 of a universal joint assembly, by means of which this shaft may be connected to a propeller shaft leading to the drive-axle of the vehicle. It will be apparent from the construction thus far described, that a relatively compact and simplified transmission assembly has been provided, whereby lowering of the gear case is provided through the drop gear arrangement from pinion 2 to shaft l4 and by the use of the forward extension 50 on the housing Bwith the drop gears 36-55, a further reduction may be'effected and the final drive output shaft 52 is disposed completely below the transmission housing and adjacent the forward end thereof, thus locating it below and to one side of the transmission housing and preferably centrally relative the longitudinal center of the vehicle," so that, the drive through the propeller shaft can be into the differential carrier located centrally of the drive axle.

i It will be apparent from the diagram in Figure 2 that the angular location of the center line D of shaft 52 with respect to center line of shaft 14 andhmay be varied, thereby allowing the output shaft 52 to be located in various desired points relative the longitudinal center of the vehicle.

To enable the present transmission as described in Figure 1 to be used in the case of a transversely mounted engine and transmission assembly, where the output shaft of necessity must be at right angles to the axial position of the shafts in the transmission and clutch, a modification of the structure shownin Figure 1 readily adapts this transmission to this purpose.

Considering now in detail Figure 3, similar reference numerals are employed todesignate similar'parts in'the two constructions. It will be noted from the, enlarged view of Figure 3, that the housing extension 50, comprises a separate f housing element, having flange portions or pilot portions 60 disposed within the open forward Wall of the housing 9, and which may be held therein by studs, screws, or in any other desired manner. The shaft 52, in this form of the invention, is again supported by the bearing assembly 54, but carries a beveled gear'or pinion 62, held against axial movement by the lock nut 63, and splined or otherwise keyed against rotation relative the shaft 52.

This shaft, adjacent its forward roller bearing support 53, is adapted to carry a small speedometer gear 64, for driving the speedometer of the vehicle. The bevel gear 62 has constant meshing engagement with a gear shown diagrammatically at 65, this being a corresponding bevel gear having the axis of its shaft located at the point G in Figure 3. The shaft carrying the gear 65 consequently is at right angles to the axis of the shaft 52, and a suitable spherical housing member 66, which encloses the gears and is bolted to the housing 50 on the rear face thereof below the housing 9.

Thus it will be seen that the shaft, indicated at G, extends beneath the transmission housing 9 in a direction at right angles to the axial extent thereof and consequently provides a right angle drive at a point closely adjacent the forward end of the transmission housing 9. This is very desirable as it accommodates a transversely mounted engine assembly to a construction in which the output shaft to the drive axle is located substantially in the center of the vehicle so as not to require offsetting of the differential housing. I

In Fig-ure 4 a still further modified construction is provided in which the offset of the'output shaft is on the opposite side of the drop gear and provides for the output shaft being located beneath the bell housing and entirely forwardly of the transmission housing. In this form of in vention, the shaft 52 corresponding to the shaft 52 of Figures 1 and 3, is supported in the housing 56' by' means of the ball bearing assembly 54 and a roller bearing assembly 6'! carried in a bearing bracket 68. The gear 69, mounted upon' the shaft is a compound gear having the gear portion meshing with the gear '36, and havingabevel gear portion 1 2' for-med integrally therewith and facing'to'the left- -as viewed-in Figure 4 Meshing-with this bevel-gear-portion 12 is a mating bevel: gear 13, "disposed at right angles} thereto and having the axis-of rotation located 'at the point E of Figure dextending at right angles to the axis of the shaft'52.

Thusiit will be seen'th'at' in this formiiof the invention; the .outputfshaft :isdisposed on :the opposite side ofthe geanfiil fIOlilithB form/shown in Figure 3, and provides for an output shaft ex-- tending beneath the bell housing and thus considera'bly forward of the transmission housing 9. A suitable housing member 14 encloses the output shaft gear and is bolted or otherwise secured to the housing 50' to provide support for the gear 13 and its associated bearings.

Considering now the construction shown in Figure 5, it is desired in this construction to raise the location of the output shaft with reference to the transmission housing and yet to pro-- vide for it being located forwardly of the transmission and directly beneath the bell housing. In this form of the invention, similar reference numerals are employed to indicate parts corresponding to those found in Figure 1, and it will be noted that the bell housing 6 in this form of the invention is somewhat similar to the bell housing 6 but is extended forwardly for a purpose to be described in detail hereinafter.

The shaft 24, in this form of the invention, has its forwardly projecting end 15 provided with a bevel gear 16, splined or otherwise non-rotatably secured thereon, which is adapted to have meshing engagement with a bevel gear, indicated diagrammatically at Ti, carried by an output shaft having its center located at the point indicated at F. A suitable housing is mounted by means of its pilot flange 18 in the opening of the forward wall '8 of the housing 9, similar to the manner in which the housings 5s and '50 are mounted and provides a closure for the output shaft gear 17 and its associated bearings.

It will be noted here that the axis of the gear H is at right angles to and co-planar with the axis of the shaft 24, whereas in the previous embodiments utilizing a right angle drive, the axis of the output shaft gear was coaxial with the shaft 5'2. Thus it has been raised in position and disposed immediately below the bell housing but completely forwardly of the transmission housing.

In any of the disclosures thus far described, it will be noted that the transmission housing 9 and its associated shafts and gears therein, are all identical and that the only changes required for the various positions of the output shafts is the provision of various types of housings, such as the housing 50, and revision of the drop gears and shaft arrangement 52. Thus a standardized type of transmission can be employed, and the particular changes made for various models of trucks or other commercial vehicles, thus gaining the advantage of volume production on the main portion of the transmission and yet providing considerable flexibility in the adaptability of the mechanism to various types of driving arrangements.

We are aware that various changes may be made in certain details of the present construction without in any manner departing from the underlying principles thereof, and we therefore do not intend to be limited except as defined by the scope and spirit of the appended claims.

We claim:

l. .In a transmission construction, a bell housing, a transmission housing mounted tosaid bell housing, said-transmission housing receiving a clutch driven shaft extending from'said bell housing'and having a pinion-within saidtransmission housing, a transmission main shaft in said transmission-housing below the plane of said driven shaft and driven from said pinion, a countershaft in said-transmission housing below said main shaft, selectively operable gear trains between said main shaft and countershaft, said countershaft projecting forwardly of said transmission housing beneath said bell housing, a detachable transfer housing mounted to said transmission housing below said bell housing, a

gear on said countershaft extension within said,

transfer housing, reverse gear means between said main shaft and countershaft beyond the rear end wall of said transmission housing, and cover means on said rear wall enclosing said gear tween said main shaft and countershaft, said oountershaft projecting forwardly of said transmission housing beneath said bell housing, a detachable transfer housing mounted to said transmission housing below said bell housing, a gear on said countershaft extension within said transfer housing, an output shaft journaled in said transfer housing, the axis of said output shaft lying below and laterally of the axis of said countershaft, gear means within said transfer housing between said gear on said countershaft extension and said output shaft, reverse gear means between said main shaft and countershaft beyond the rear end wall of said transmission housing, and cover means on said rear wall enclosing said gear means.

3. The combination of claim 2 including bevel gearing enclosed within said transfer housing and driven from said output shaft for driving at right angles to the axis thereof.

4. The combination of claim 2 including bevel gearing on said output shaft, and a bevel gear driven thereby and disposed forwardly of said transmission housing and beneath said bell housing.

5. The combination of claim 2 including a bevel gear on said output shaft, a second bevel ear driven thereby, said bevel gears being disposed rearwardly of said gear means driving said output shaft and below the forepart of said transmission housing.

6. The combination of claim 2 including right angle driving means driven from said output shaft and disposed below the forepart of said transmission housing.

7. The combination of claim 2 including right angle driving mean-s driven from said output shaft and disposed below said bell housing.

ERNEST E. EATON. F. IMARION HOGUE.

(References on following page) 7 REFERENCES CITED Number The following references are of record in the file of thls patent. 2306902 UNITED STATES PATENTS 5 2,443,313 Number Name Date 2,446,854

1,859,788 Padgett May 24, 1932 1,933,540 Brown Nov. '7, 1933 1,991,691 Peterson 1 Feb. 19, 1935 Number 2,118,811 Fageol May 31, 1938 10 502,5 3 2,138,618 Seyerle Nov. 29, 1938 339,759

8 Name Date Eckert Mar. 26, 1940 Haltenberger Nov. 3, 1942 Ra-"be Dec. 29, 1942 Gerst June 15, 1948 Schroeder Aug. 10, 1948 FOREIGN PATENTS Country Date Great Britain Mar. 20, 1939 France Apr. 12, 1939 

